AMTRAK Better Reporting, Planning, and Improved Financial Information Could Enhance Decision Making
http://www.gao.gov/assets/680/674520.pdf
Amtrak faces competition from other modes in the majority of rural areas served: Our analysis found that for about 30 percent of rural Amtrak stations, Amtrak is the only intercity transportation service provider, among rail, bus, and air services, within a 30 minute drive.4 Therefore about 70 percent of rural Amtrak stations are located within a reasonable driving time of one or more alternative transportation options (see fig.11 for a depiction of rural stations along one longdistance route). Approximately 9 percent of all riders on the longdistance routes in fiscal years 2012 through 2014 boarded or alighted at a rural station. In addition, according to DOT data, about 94 percent of rural households owned at least one vehicle in 2009, and personal vehicles are the most commonly used mode of transportation for longdistance travel among rural households.5 • Amtrak’s long-distance trains are not frequent, and it is difficult to increase their frequency: Amtrak’s long-distance routes are limited by low frequencies such as triweekly service on the Cardinal and Sunset Limited routes and once-daily service on the remainder. Additionally, stopping times may not be convenient to travelers; for example, on the Southwest Chief, some service to several towns in rural Kansas and California is available only between midnight and 5 am (see fig.11). We have previously found that long-distance services tend to be infrequent and exhibit poor dependability as measured by on-time performance, due to increased trip distances, among other things, potentially limiting public benefits.6 As previously mentioned, increasing the frequency of trains is not a simple task and requires complex negotiations with host railroads and potentially large capital outlays.
C&NW, CA&E, MILW, CGW and IC fan
schlimm Amtrak faces competition from other modes in the majority of rural areas served: Our analysis found that for about 30 percent of rural Amtrak stations, Amtrak is the only intercity transportation service provider, among rail, bus, and air services, within a 30 minute drive.4 Therefore about 70 percent of rural Amtrak stations are located within a reasonable driving time of one or more alternative transportation options (see fig.11 for a depiction of rural stations along one longdistance route). Approximately 9 percent of all riders on the longdistance routes in fiscal years 2012 through 2014 boarded or alighted at a rural station. In addition, according to DOT data, about 94 percent of rural households owned at least one vehicle in 2009, and personal vehicles are the most commonly used mode of transportation for longdistance travel among rural households.5 • Amtrak’s long-distance trains are not frequent, and it is difficult to increase their frequency: Amtrak’s long-distance routes are limited by low frequencies such as triweekly service on the Cardinal and Sunset Limited routes and once-daily service on the remainder. Additionally, stopping times may not be convenient to travelers; for example, on the Southwest Chief, some service to several towns in rural Kansas and California is available only between midnight and 5 am (see fig.11). We have previously found that long-distance services tend to be infrequent and exhibit poor dependability as measured by on-time performance, due to increased trip distances, among other things, potentially limiting public benefits.6 As previously mentioned, increasing the frequency of trains is not a simple task and requires complex negotiations with host railroads and potentially large capital outlays.
Yeah, what I noticed with Amtrak management is they are incapable of making decent decisions to grow traffic and reduce subsidy for a given corridor over time.
Chicago - Milwaukee again an example. The fact that just about all the ideas for improvement in operation of this cooridor come primarily from WisDOT and IlDOT points to the problem directly. The fact that as part of the contract with Amtrak that a clause had to be written on maintaining serviceable equipment and minimum equipment standards.......is another area you would expect that Amtrak management would lead. At one point the City of Milwaukee was paying for a "Amtrak Monitor" to ride the trains between the cities to ensure they were managed, cleaned and other performance standards were maintained. That in and of itself should have shaken Amtrak management but it had no effect.
The whole idea of splitting Amtrak into SBU's (Small Business Units) addressing Cooridors and specific trains was meant to address the crappy management but in my view has done little to impact it. I am pretty sure without the close supervision of WisDOT and IlDOT.........Amtrak would once again place their broken down bi-level commuter cars on the run or send some of their iffy cars on the consists because of the close proximity to Chicago if there is a break down.
Still a mystery to me why this route is one of the few that does not use yield management with ticket prices but instead sets the ticket at a fixed price.
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